Internal-combustion motor.



B. BRAZELLE.

INTERNAL COMBUSTION MOTOR.

APPLIOATION FILED SEPT. 29, 1909 Patented. Apr. 2, 1912.

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APPLICATION FILED SEPT 29, 1909.

Patented Apr. 2, 1912.

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Wnesses:

B. BRAZELLE.

INTERNAL COMBUSTION MOTOR.

APPLICATION FILED SEPT. 29, 1909.

1,022, 1 77, Patented Apr. 2, 1912.

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APPLICATION FILED SEPT. 29, 1909v Patented Apr. 2, 1912.

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A AQAA UNITED sTATEs PATENT oEEIoE.

BENJAMIN BBAZELLE, OI KIRCKWOOD, MISSOURI, ASBIGNOR T0 IBRAZELLE MOTORSpecification 0! Letters Patent. Application filed September 29, 1909.Serial No. 520,084.

cement; or or. LOUIS,'MIS8OURI, A coaroaarron or mssoumINTERNAL-COMBUSTION moron.

I Patented Apr. 2, 1912.

To all whom it may concem:

Be it known that I, BENJAMIN BRAZELLE, a citizen of the United States,and a resident of Kirkwood, county of St. Louis, and State of Missouri,have invented a certain new and useful Improvement in Internal-Combustion Motors, of which the following is a specification.

My invention relates to internal combustion motors. In the operation ofsuch motors, a ver hi h temperature is generated in the com ustionchamber; and in motors means whereby the of the common type, a largeportion of the heat is communicated to the walls of the combustionchamber and thence dissipated by devices specially provided for thepurpose. Theheat, thus dissipated not only represents a loss of energybut involves mechanical difliculties that must be considered indesigning the motor.

It is the object of the present invention to minimize such loss ofenergy and to avoid the mechanical difficulties arising from theexcessive heat.

The invention consists principally in aseous roducts of combustion maybe diluted with a large volume'of air or inert gas of lower temperatureimmediately after explosion, whereby the heat due to ignition may bedistributed throughout the increased volume of gases.

It also consists in the parts and in the combinations and arrangementsof parts hereinafter described and claimed.

In the accompanying drawin which forms part of this specification, anwherein like symbols refer to like parts wherever they occur, Figure 1is a vertical cross section of an internal combustion motor embodying myinvention; Fig. 2 is a vertical longitudinal section of said motor onthe line 2-2 of Fig. 1; Fig. 3 is a vertical 1ongitudinal section on theline 33 of Fig. 1;

- and Fig. 4 is a horizontal cross section on divided by a transversepartition 10 into two mam chambers. One of these main chambers 11 isopposite the end of the smaller cylinder and communicates therewith atall times, constituting, in effect, a part thereof. The other chamber 12is opposite the end of the larger cylinder and communicates therewiththrough an opening 13 in the wall of the hollow head. This opening iscontrolled by a check valve 14 whosestem 15 is adapted to slide in avertical recess provided therefor in a tubular housing '16 which isscrew-threaded and has a spiral spring 17 therein. The upper end of saidspring bears against the end of the hous ing and its lower end bearsagainst the valve so as to normally hold it against its seat and therebyclose the opening 13 in the lower wall of the head 9. The two chambersin the head communicate throu h a passageway 18 which is controlled y abutterfly valve 19. The chamber 11 at the end of the smaller cylinder 7also communicates with the larger cylinder 8 by means of a passageway 20which extends through the transverse partition 10 and has one endpermanently open to the larger cylinder. The other end of said'passagcway'20 is controlled by the end of said butterfly valve 19. Inthe normal osition of the butterfly valve, its end we l closes saidpassageway 20 and the body portion of the valve shuts off communicationthrough the passageway 18 bet-ween the chambers 1nthe head so that thesmaller chamber communicates only with the small cylinder. The butterflyvalve has a crank arm 21 on its shaft 22 which is connected by a link 23to an arm 24 of a rock shaft 25. This rock shaft is held in normalposition by a spring 26 and isactuated by means of a tappet 27 whichreceives its motion from a cam or eccentric 28 on a countershaft 29.This countershaft is rovided with a series of cams arrange to actuatethe valves as hereinafter described The lower ends of the cylinders 7, 8are open. Near the upper end of thesmaller cylinder is an inlet openingor port 30 which countersunk to form a seat for a check valve 35 whosestem 36 extends through the bottom of the chamber 33, in position torest upon a vertically movable tappet 37 in position to cooperate with acam 38 provided therefor. on the countershaft 29. The check valve 35 isnormally seated by means of a coiled spring 39 surrounding the stemthereof, and.

with its upper end bearing a ainst the under side of said chamber 33 anwith its lower end bearing against a collar or projection 40 on thevalve stem.

Near the top of the larger cylinder 8 is a port 41 which opens into achamber 42 whose bottom is provided with a passageway 43 opening into asecond chamber '44 which in turn is open to the atmosphere. Saidggpening43 is provided with a spring actua chec valve 45 whose stem 46 bearsagainst the tappet 37, the arrangement being similar to the arrangementfor supplying the mixture of air and va or above described. The chamber42 which communicates with the larger cylinder has a second opening47 inits bottom which communicates with a chainber 48 that is likewise opento the atmosphere. This last mentioned opening is also controlled by aspring actuated valve 49 whose stem 50 is in position to be actuated bya second cam 51 on the countershaft 29 so as to control the release orexhaust from the motor. The motor is likewise provided with any suitableigniting device 52 ada ted to effect the explosion of the charge 0 mixedair and vapor above the smaller piston 5 at the proper time, inconformity with common practice.

The operation of the device is as follows: In the normal position of theparts all of the valves are closed. When the countershaft is rotated,the cam 38 thereon raises the tappet 'cylinder 8. Thereupon, theigniting device effects the explosion of the charge at the end of thesmall cylinder 7 substantially simultaneously with the turning of thebutterfly valve 19 to uncover the passageway 20 leading to the largecylinder 8 and open communication between the intermediate chamber 12and the chamber 11 at the end of the small cylinder 7. In consequence ofthese conditions, the large volume of compressed air is forcibly andrapidly intermingled with the explosion gases. On account of the.intimate mixture of the combustion gases and the air, the heat isdissipated throughout the entire combined volume of gas thereby reducingthe temperature in inverse proportion to the respective volumes. ducedby the expansion of the gases, so that at the point of exhaust, it iscomparatively little above atmospheric temperature. IIIC1- dentally, ifthere should be. an excess of ,vapor in the explosive char e, suchexcess is simultaneously consumed with the air of the non-explosivecharge. As the turning of the butterfly valve 19 opens communicationbetween the two cylinders 7, 8, the pressure of the gases is exertedagainst both pistons. The pistons are thereby driven forward, therelease port is opened and on the return stroke of the piston, the gasesare driven out therefrom, whereupon the cycle of oper-- ation isrenewed. Assuming that the mass of air in the intermediate chamber 12 isequal to three times the mass of explosion gases, the temperature of themixture would -be little more than one fourth of the temperature of theexplosion gases. So, too, the pressure of the mixture would be of littlemore than one-fourth of the entire pressure of the explosion gases. Itis to be noted, however, that the pressure of a given volume of gasincreases with its temperature and consequently" that, by utilizing theheat of combustion toheat the cold air, my engine utilizes energy thatis commonly wasted in heating the walls of the, cylinder and radiatingtherefrom and also by exhausting the The temperature is further regasesat a high temperature. It is also noted that by reason of thecomparatively low temperature secured by my construction, it is feasibleto lubricate" the cylinders internally and thereby minimize the loss ofenergy due to friction. It is also noted that by reason of such lowtemperature, conditions are obtained approximating those prcvailing insteam engine practice,-which are far more advantageous and economicalthan those heretofore prevailing in the use of internal combustionmotors.

Obviously, the construction-and arrangement of parts hereinbeforedescribed admits of considerable modification without departing from myinvention and I do not wish to be limited to the details thereof. Thus,while the drawings illustrate a four-cycle engine, theinvention isapplicable to two cycle engines and engines of other types. So, too,while the larger cylinder in the engine above described takes a freshcharge of cool air for each explosion, it is feasible to use a portionof the gaseous products of combustion of the previous explosion orobtain the non-explosive charge from a different source. a

I do not claim herein the method of keeping down the temperature ofinternal combusti6n engines and of utilizing heat commonly wasted insuch engines, as I expressly reserve such matter for anotherapplication.

What I claim herein is:

1. An internal combustion motor comprising a cylinder, a piston therein,a shaft operatively connected to said piston, means for charging saidcylinder with an explosive mixture, means for igniting said charge, aninclosed chamber having a large normally closed communication with saidcylinder at the head end thereof arranged to make said chambersubstantially continuous with said cylinder, a normally closed valve forcontrolling such communication, and means operativel connected to saidshaft for openin sai valve substantially simultaneously with ignition ofsaid charge whereby said chamber in efi'ect increases the volume of saidcylinder.

2. An internal combustion motor comprising two cylinders having apassageway connecting them and an intermediate chamber communicatingwith said cylinders, a check valve controlling the outlet from onecylinder into said chamber and means for controlling the communicationbetween said chamber and the other cylinder and simul taneously openingthe passageway between said cylinders.

3. An internal combustion motor comprising two cylinders of differentsizes having a passageway connecting them and an intermediate chambercommunicating with said cylinders, a check valve controlling thecommunication from the larger cylinder into said chamber and means forcontrolling the communicationbetween said chamber and the smallercylinder and simultaneously opening said passageway between saidcylinders.

4. An internal combustion motor comprising two cylinders of differentsizes having a passageway connecting them and an intermediate chambercommunicating with said cylinders, means for charging the smallercylinder with an explosive mixture, means for charging the largercylinder with air, a check valve controlling the outlet from the largercylinder into said chamber, means for igniting said explosive char e,and means for opening communication etween said chamber and the smallercylinder and opening the passa ewa between said cylinders substantial ysimultaneously with such explosion.

5. An internal combustion motor comprising two cylinders of differentsizes having a passageway connecting them and an intermediate chambercommunicating with said cylinders, means for charging the smallercylinder with an explosive mixture, means for charging the largercylinder with a nonexplosive gas, means for igniting the explosivecharge, a check valve controlling the outlet from the larger cylinderinto said chamber and means for controlling the communication betweensaid chamber and the smaller cylinder and opening the pan sagewaybetween said cylinders, substan tially simultaneously with such igmtiun.

Signed at St. Louis, Missouri, this 22nd day of September, 1909.

BENJAMIN BRAZELLE.

Witnesses: G. A. PnNNmeToN, J. B. MEGOWN.

